I am looking to put a TA 290 H cam in my462 9.5 comp Stage 1 cast ported heads , Sp1 intake ,2in headers th400 sp 1800 / 3200 stall with 3:42 gears 800 Qjet .Has or does any one have any experiance with this cam Thanks Dave
more lift and duration on the exh side than the intake side like 286-08hl , not to say thats the cam i recommend . just an example of a split pattern . im no engine builder genius. there are a couple guys that can custom grind you something supremeefi is one of them. i cant remember the other guys but he does erson cams i think
Split duration cams have more duration on the exhaust side to help out the exhaust port in iron heads. If you have fully ported heads, a cam like the 290H might work well. You are probably better off with a split duration cam though. The 470 that Jim Weise built for me originally had the new TA hydraulic roller cam with 234*/247* on a 113* LSA. It made 608 HP, and 595 TQ. Jim has now installed a roller version of the TA 290H, the TA290HR. It has 238*/238* on a 112* LSA. I am waiting for the engine to go across the dyno again. I have ported TA Stage1 SE heads that flow 334/250 @ .600. The lift on the roller version will be about .570-.580. http://www.v8buick.com/showthread.php?t=221289
Depending on your compression I'd probably grind you something around a 235/242 on a 112 with at least 4 degrees advance in it. Lift would be .507/.519 with 1.55 rockers. This is a split pattern design that would give you a lopey idle but good overall running quality as well as strong midrange. Jmo, thanks.
Whats the purpose of grinding a cam with 4 degrees of advance? I like cams that are ground straight up. If I want to advance the cam 2 or 4 degrees I will do it myself while degreeing it in. With a cam all ready advanced 4 degrees I will have to retard it if I'm concerned about compression issues. Just wondering.
That's a good question. Most cams are ground with advance in them anyway. But by advancing the cam you keep it from being too lazy. If you were to install this on a 112 intake centerline, essentially straight up, then it would bleed off pressure as well but have a tendency to be just that, lazy. The wide lobe sep will take away some throttle response all by itself, you normally don't want to add to the laziness. By widening the seperation, adding exhaust lobe but keeping a reasonable intake closing you'll effectively bleed off some compression down low, and still retain good throttle response in the lower to middle rpm range. It's a delicate balancing act no doubt but this typically is the most effective way of accomplishing the goal. Thanks.
